Draft EUG Master Plan Update, February 2010

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CHAPTER 4 ALTERNATIVE PLAN CONCEPTS The runway length required by aircraft depends on factors such as weather, distance of haul, and weight, which consists of passenger, cargo, and fuel load. Reduction in distance of haul and weight can result in reduction of required runway length. However, airlines have minimum operational policies, and in some cases, do not operate aircraft in certain situations and below certain runway lengths. It is expected that extending Runway 16L/34R from 6,000 feet to 6,500 feet will allow a greater range of air carrier aircraft to operate on this runway, and prevent scheduled commercial service from having to cease service at EUG, and divert to other airports. There are two options to extending Runway 16L/34R: one is to the north, the other to the south. Both options require relocation of existing facilities, and construction of new ones, including 500 feet of runway and extending the connecting taxiway. However, it is expected that the length of 6,500 feet can likely be attained without excessive mitigation or effect on the airport and adjacent facilities. Exhibit 4-2 Runway 16L/34R Extension Alternative 1 (see ) Runway End 16L has a Precision Instrument Approach Procedure, which guides aircraft to the runway end during inclement weather. The navigation and instrumentation is provided to aircraft by an Instrument Landing System (ILS). The ILS consists of an approach light system and two signal transmitting devices (a glide slope and a localizer). These three elements are specifically located relative to the runway end, such that if the runway end is moved, the ILS components must also move. These ILS components have associated critical areas, required to be free of objects that may interfere with the signal transmission and view of lights. Extending Runway End 16L would require the relocation of the approach light system (Medium Intensity Approach Light System with Runway Alignment Indicator Lights (MALSR)) and the glide slope antenna. The Precision Instrument Approach Procedure is established by the FAA, and disseminated to pilots through recurring FAA publications. If Runway End 16L were to be relocated, the procedure would require adjustment in the FAA’s system and the FAA’s publications would need to be edited and re- published, so that aircraft would be directed to the new runway end. As Runway End 16L is extended north, the associated FAA-defined design surfaces also shift north. Several of these surfaces would be contained on airport property, and would likely not be an issue. However, the aircraft approach surface would shift to the north, closer to utility poles and towers along State Route 99, and to those on Fiddler’s Green Golf Course. The structures would likely require removal, relocation, or adjustment to provide an unobstructed approach path for aircraft. It is expected that the relocated approach surface would provide adequate clearance over Green Hill Road. The Precision Instrument Approach Procedure serving Runway End 16L has with it a large Runway Protection Zone (RPZ), another FAA-defined design surface. The RPZ would shift north such that a significant portion of it would encompass Fiddler’s Green Golf Course. Although a golf course may under certain situations be considered compatible land use within an RPZ, it is generally desired and advantageous for the airport to control land within the RPZ. This may lead to the acquisition of this property in an effort to maintain safety in the air and on the ground. 4-4 Eugene Airport Master Plan Update (February 2010)